Travel control device for work vehicle and work vehicle

ABSTRACT

A travel control device for a work vehicle includes: a hydraulic pump; a plurality of hydraulic motors connected to the hydraulic pump in parallel through a closed-circuit connection, that drive different wheels with pressure oil delivered from the hydraulic pump; a slip detection device that detects a slip occurring at each of the wheels; and a flow control device that reduces, upon detection of a slip occurring at any of the wheels by the slip detection device, a quantity of pressure oil supplied to a hydraulic motor for driving the wheel at which the slip has been detected, among the plurality of hydraulic motors.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.12/092,370, filed May 1, 2008, the entire disclosure of which isincorporated herein by reference, which is the U.S. national phase ofinternational application no. PCT/JP2006/321837, filed Nov. 1, 2006,which in turn claims the priority of Japanese application 2005-319362,filed Nov. 2, 2005.

TECHNICAL FIELD

The present invention relates to a travel control device for a workvehicle such as a telescopic handler and a work vehicle.

BACKGROUND ART

The work vehicles proposed for applications in the related field includework vehicles equipped with an HST traveling hydraulic circuit with ahydraulic pump and a traveling hydraulic motor connected therein througha closed circuit connection (see patent reference literature 1). In thework vehicle disclosed in patent reference literature 1, two travelinghydraulic motors, disposed parallel to each other, are connected to asingle hydraulic pump through a closed circuit connection and eachhydraulic motor is connected to the front wheels or the rear wheels soas to drive the front wheels and the rear wheels with differenthydraulic motors. A variable relief valve is connected to the hydraulicmotor for driving the front wheels and the drive torque at the frontwheels is controlled by adjusting the relief pressure setting.

-   Patent reference literature 1: Japanese Laid Open Patent Publication    No. 2000-1127

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention

There is an issue yet to be effectively addressed in the work vehicledisclosed in patent reference literature 1 in that if either a frontwheel or a rear wheel slips, the pressure oil from the hydraulic pumpcannot be efficiently distributed to the individual hydraulic motors,resulting in a significant loss of power.

Means for Solving the Problems

A travel control device for a work vehicle according to a first aspectincludes: a hydraulic pump; a plurality of hydraulic motors connected tothe hydraulic pump in parallel through a closed-circuit connection, thatdrive different wheels with pressure oil delivered from the hydraulicpump; a slip detection device that detects a slip occurring at each ofthe wheels; and a flow control device that reduces, upon detection of aslip occurring at any of the wheels by the slip detection device, aquantity of pressure oil supplied to a hydraulic motor for driving thewheel at which the slip has been detected, among the plurality ofhydraulic motors.

In the first aspect, it is preferable that the flow control devicereduces the quantity of pressure oil supplied to the hydraulic motor bya greater extent as an extent of slippage detected by the slip detectiondevice becomes larger.

In the first aspect, the flow control device may include a restoringdevice that gradually restores the quantity of pressure oil supplied tothe hydraulic motor to a value before reduction as the slip detectiondevice determines that a slip is eliminated after the quantity ofpressure oil supplied to the hydraulic motor is reduced upon thedetection of a slip by the slip detection device.

A travel control device for a work vehicle according to a second aspectincludes: a hydraulic pump; a plurality of hydraulic motors connected tothe hydraulic pump in parallel through a closed-circuit connection, thatdrive different wheels with pressure oil delivered from the hydraulicpump; a slip detection device that detects a slip occurring at each ofthe wheels; and a displacement reducing device that reduces, upondetection of a slip occurring at any of the wheels by the slip detectiondevice, a motor displacement of a hydraulic motor for driving the wheelat which the slip has been detected, among the plurality of hydraulicmotors.

In the second aspect, it is preferable that the displacement reducingdevice reduces the motor displacement of the hydraulic motor by agreater extent as an extent of slippage detected by the slip detectiondevice becomes larger.

In second aspect, the displacement reducing device may include arestoring device that gradually restores the motor displacement of thehydraulic motor to a value before reduction as the slip detection devicedetermines that a slip is eliminated after reducing the motordisplacement of the hydraulic motor upon the detection of a slip by theslip detection device.

In the travel control device for a work vehicle according to the firstor second aspect, the slip detection device may include a speeddetection device that detects a rotational velocity at each of thewheels, may estimate a vehicle speed based upon the rotationalvelocities detected by the speed detection device and may detect a slipbased upon deviations of the rotational velocities detected by the speeddetection device relative to the estimated vehicle speed.

In the first aspect, it is preferable that the flow control deviceincludes flow control valves each disposed in a pipeline between thehydraulic pump and one of the plurality of hydraulic motors andelectromagnetic switching valves via which a pilot pressure is appliedto the flow control valves.

In the first aspect, it is preferable that the flow control deviceincludes flow control valves each disposed in a pipeline between thehydraulic pump and one of the plurality of hydraulic motors andelectromagnetic switching valves via which a pilot pressure is beapplied to the flow control valves; and the restoring device isconstituted with slow return valves that slowly restores the pilotpressure applied to the flow control valves via the electromagneticswitching valves.

In the first aspect, the flow control device may include flow controlvalves each disposed in a pipeline between the hydraulic pump and one ofthe plurality of hydraulic motors and electromagnetic switching valvesvia which a pilot pressure is applied to the flow control valves; andthe restoring device may be constituted with a delay processing circuitthat executes delay processing on control signals provided to theelectromagnetic switching valves.

In the second aspect, it is preferable that the restoring device is adelay processing circuit that executes delay processing on a controlsignal used to control the motor displacement of the hydraulic motor.

A work vehicle according to a fifth aspect of the present inventionincludes the drive control device for a work vehicle according to thefirst or second aspect.

Advantageous Effect of the Invention

According to the present invention, as a slip of a wheel is detected,the quantity of pressure oil delivered to the hydraulic motor drivingthe wheel detected to have slipped is reduced or the motor displacementof the hydraulic motor driving the slipping wheel is reduced. As aresult, the extent of slippage can be minimized and the pressure oilfrom the hydraulic pump can be distributed to the hydraulic motorsefficiently.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevation of a telescopic handler that may adopt thepresent invention;

FIG. 2 is a traveling hydraulic circuit diagram illustrating thestructure adopted in a travel control device achieved in a firstembodiment;

FIG. 3 presents an example of displacement control characteristics thatmay be assumed by hydraulic motors in FIG. 2;

FIG. 4 is a block diagram showing the structure adopted in the travelcontrol device in the first embodiment;

FIGS. 5( a) and 5(b) show the characteristics of coefficient generatingcircuits in FIG. 4;

FIG. 6 is a traveling hydraulic circuit diagram illustrating thestructure adopted in the travel control device achieved in a secondembodiment;

FIG. 7 is a block diagram showing the structure adopted in the travelcontrol device in a third embodiment;

FIG. 8 shows the operational characteristics of the travel controldevice achieved in the third embodiment;

FIG. 9 is a traveling hydraulic circuit diagram illustrating thestructure adopted in the travel control device achieved in a fourthembodiment;

FIG. 10 is a block diagram showing the structure adopted in the travelcontrol device in the fourth embodiment; and

FIG. 11 presents an example of a variation of FIG. 10.

BEST MODE FOR CARRYING OUT THE INVENTION First Embodiment

The following is an explanation of the first embodiment of a travelcontrol device according to the present invention, given in reference toFIGS. 1 through 5.

FIG. 1 is a side elevation of a telescopic handler that may adopt thefirst embodiment of the present invention and FIG. 2 presents a circuitdiagram of the traveling hydraulic circuit of the telescopic handler. Asshown in FIG. 1, the telescopic handler includes a body 101, anoperator's cab 102 disposed on the body 101 and an extensible boom 103which is supported at the rear of the body in such a manner that it canbe hoisted up and down. An attachment mount unit 104 is rotatablymounted at the front end of the boom 103 and a fork 105 used in aloading operation is attached to the attachment mount unit 104. It is tobe noted that FIG. 1 shows the boom 103 in a lowered state (solid line)and the boom 103 in both a raised, extended state and a raisedcontracted state (two-point chain lines). Front wheels (front tires 10)and rear wheels (rear tires 20) are mounted at the body 101 and thevehicle travels as the tires 10 and 20 rotate.

As shown in FIG. 2, a traveling hydraulic circuit is an HST travelingcircuit which includes a hydraulic motor 11 connected through aclosed-circuit connection to a main hydraulic pump 1, which is driven byan engine 2, via pipelines 3 and 4 and a hydraulic motor 21 disposed inparallel to the hydraulic motor 11 and connected to the main hydraulicpump 1 through a closed-circuit connection via pipelines 5 and 6.

The hydraulic motors 11 and 21 are respectively linked to travel controldevices 12 and 22. The travel control device 12 transmits a drive torquefrom the hydraulic motor 11 to an axle 14 via a speed reducer 13 todrive the front wheels. Likewise, the travel control device 22 transmitsa drive torque from the hydraulic motor 21 to an axle 24 via a speedreducer 23 to drive the rear wheels. In other words, the front wheelsand the rear wheels are driven by different hydraulic motors 11 and 21.

Flow control valves 15 and 25 are disposed in the pipelines 4 and 6respectively, and a pilot pressure from a hydraulic source 7 is appliedto the flow control valves 15 and 25 respectively via electromagneticswitching valves 16 and 26. The electromagnetic switching valves 16 and26 are individually switched as detailed later by signals provided bycontroller 30 and as the flow control valves 15 and 25 are driven inresponse, the diameters of the pipelines 4 and 6 change.

The motor displacements of the hydraulic motors 11 and 21, eachconstituted with a variable-displacement motor, are respectivelycontrolled by displacement control devices 11 a and 21 a. The rotationalspeeds (peripheral velocities) of the tires 10 and 20 are detectedrespectively by rotation detectors 17 and 27 and the detection signalsare input to the controller 30. The controller 30 calculates the bodytraveling speed (vehicle speed) based upon the detection signalsprovided from the rotation detectors 17 and 27 and controls thedisplacement control devices 11 a and 21 a as detailed later based uponthe vehicle speed.

The hydraulic pump 1 is a variable-displacement pump, the pumpdisplacement of which is controlled by a displacement control device 1a. The displacement control device 1 a includes a displacement cylinderand a forward/reverse switching valve, which is switched by interlockingwith an operation of a forward/reverse switching lever (not shown). Asthe forward/reverse switching lever is operated to a neutral (stop)position, the forward/reverse switching valve is switched to the neutralposition and the displacement cylinder is controlled to disallow anydisplacement of the hydraulic pump 1 and thus set the pump outputquantity to 0.

As the forward/reverse switching lever is operated to a forward positionor a reverse position, the forward/reverse switching valve is switchedto the forward position or the reverse position accordingly and thedirection along which the displacement cylinder operates is controlledso as to control the displacement direction of the hydraulic pump 1. Atthis time, a control pressure is supplied to the displacement cylindervia the forward/reverse switching valve and the pump displacementquantity is controlled based upon the control pressure. The controlpressure increases in proportion to an increase in the engine rotationspeed and, as the control pressure rises, the pump displacementquantity, too, increases. In other words, an increase in the enginerotation speed results in increases in both the rotation speed of thehydraulic pump 1 and the pump displacement quantity, which allows thepump output quantity to increase smoothly in quick response to theincrease in the engine rotation speed so as to achieve smooth andpowerful acceleration. It is to be noted that the engine rotation speedis adjusted through an operation of an accelerator pedal (not shown).

FIG. 3 presents an example of displacement control characteristics thatmay be assumed by the hydraulic motors 11 and 21, with the vehicle speedindicated along the horizontal axis and the motor displacement indicatedalong the vertical axis. In the figure, A represents the controlcharacteristics of the hydraulic motor 11 for driving the front wheelsand B represents the control characteristics of the hydraulic motor 21for driving the rear wheels. These characteristics A and B are stored inadvance in the controller 30 and the motor displacements of theindividual hydraulic motors 11 and 20 are controlled based upon thestored characteristics.

The characteristics curve A indicates that the motor displacement issustained at a maximum level qmax as long as the vehicle speed is equalto or less than V1, that the motor displacement gradually decreases asthe vehicle speed picks up once the vehicle speed exceeds V1 and thatthe motor displacement drops from the minimum level qmin to 0 as thevehicle speed reaches V3. The characteristics curve B indicates that themotor displacement is sustained at the maximum level qmax as long as thevehicle speed is equal to or less than V2 (V1<V2<V3), that the motordisplacement gradually decreases as the vehicle speed picks up after thevehicle speed exceeds V2 and that the motor displacement is reduced tothe minimum level qmin when the vehicle speed is equal to or higher thanV4 (>V3).

FIG. 4 is a block diagram illustrating the processing executed by thecontroller 30 in the first embodiment. A vehicle speed detector 40calculates the vehicle speed (estimated vehicle speed) based upon thesignals provided from the rotation detectors 17 and 27. In this example,the rotational velocities vf and vr of the front and rear wheelsdetected by the rotation detectors 17 and 27 respectively are addedtogether at an adder 41, the average of the two rotational velocities(vf+vr)/2 is calculated at an average value calculation circuit 42 andthen the average value having been calculated undergoes low pass filterprocessing at a filter processing circuit 43 so as to remove response atfrequencies equal to or greater than an estimated body responsefrequency (noise removal). The estimated vehicle speed vm thus obtainedis used for substitution in a displacement calculation circuit 44 havingthe characteristics shown in FIG. 3 stored therein so as to determinethrough arithmetic operation a target motor displacement and controlsignals are output to the displacement control devices 11 a and 21 a toadjust the motor displacements to the target motor displacement.

Flow control circuits 50 and 60 respectively control the electromagneticswitching valves 16 and 26 in correspondence to deviations Δvf and Δvrof the rotational velocities vf and vr at the front and rear wheelsrelative to the estimated vehicle speed vm. At this time, subtractors 51and 61 respectively subtract the rotational velocities vf and vr at thefront and rear wheels detected by the rotation detectors 17 and 27 fromthe estimated vehicle speed vm, thereby determining the speed deviationsΔvf (=vm−vf) and Δvr (=vm−vr). As long as the tires 10 and 20 do notslip, the speed deviations Δvf and Δvr both remain at 0. However, if atire slips, the corresponding speed deviation Δvf or Δvr (the absolutevalue of the speed deviation) assumes a greater value in correspondenceto the extent of slippage (slip quantity). In other words, the extent ofslippage can be detected by checking the speed deviations Δvf and Δvr.It is to be noted that if a front tire 10 slips while the vehicle isaccelerating, vf becomes greater than vm and, accordingly, Δvf<0 istrue. If, on the other hand, a front tire 10 slips while the vehicle isdecelerating, vf becomes less than vm and accordingly, vf>0 is true.

Coefficient generating circuits 52 and 62 respectively calculatecoefficients Kf and Kr corresponding to the speed deviations Δvf and Δvrbased upon characteristics (see FIGS. 5( a) and 5(b)) stored in advance.Multipliers 53 and 63 respectively multiply maximum restrictiondiameters (constants) of the flow control valves 16 and 26 stored inadvance by the coefficients Kf and Kr so as to determine targetrestriction diameters. Control signals are then output to theelectromagnetic switching valves 16 and 26 so as to adjust therestriction diameters at the flow control valves 15 and 26 to therespective target restriction diameters.

FIGS. 5( a) and 5(b) respectively show the characteristics stored in thecoefficient generating circuits 52 and 62. The characteristics in FIG.5( a) indicate that when the value (absolute value) of the speeddeviation Δvf is less than a predetermined value vf1 (−vf1<Δvf<vf1) thecoefficient Kf assumes a value of 1, that when the value of the speeddeviation Δvf is equal to or greater than the predetermined value vf1and equal to or less than a predetermined value vf2, the coefficient Kfgradually decreases from 1 to 0 as the speed deviation Δvf increases andthat the coefficient Kf assumes the value of 0 if the speed deviationΔvf is greater than the predetermined value vf2 (Δvf<−vf2, Δvf>vf2).Likewise, the characteristics in FIG. 5( b) indicate that when the value(absolute value) of the speed deviation Δvr is less than a predeterminedvalue vr1 (−vr1<Δvr<vr1) the coefficient Kr assumes a value of 1, thatwhen the value of the speed deviation Δvr is equal to or greater thanthe predetermined value vr1 and equal to or less than a predeterminedvalue vr2, the coefficient Kr gradually decreases from 1 to 0 as thespeed deviation Δvr increases and that the coefficient Kr assumes thevalue of 0 if the speed deviation Δvr is greater than the predeterminedvalue vr2 (Δvr<−vr2, Δvr>vr2). Thus, if the extents of slip at the tires10 and 20 are small, the flow control valves 15 and 25 assume greaterrestriction diameters but if the extents of slip are significant, therestriction diameters become smaller.

Next, the primary operations of the travel control device achieved inthe first embodiment are explained.

At the start of a vehicle traveling operation, the forward/reverseoperation lever (not shown) is switched from the neutral position to theforward position and the accelerator pedal (not shown) is depressed. Inresponse, the engine rotation speed rises and the quantity of outputfrom the hydraulic pump 1 increases. At this point, the displacementquantities of the hydraulic motors 11 and 21 are both at the maximumqmax level and the vehicle thus starts traveling in a high torquefour-wheel-drive state. As the vehicle speed (estimated speed) rises,the motor displacements decrease, as indicated by the characteristicscurves in FIG. 3. During this process, the motor displacement of thehydraulic motor 11 decreases ahead of the motor displacement of thehydraulic motor 21 and as the vehicle speed becomes equal to or greaterthan the predetermined value V3, the motor displacement of the hydraulicmotor 11 is set to 0 and the vehicle enters a two wheel drive (rearwheel drive) state. By controlling the motor displacements incorrespondence to the vehicle speed as described above, the speedreduction ratio is controlled continuously, to assure smooth travelingperformance.

Assuming that no slip has occurred at the front and rear tires 10 and20, the deviations Δvf and Δvr of the rotational velocities of and vr atthe tires 10 and 20 relative to the estimated vehicle speed vm are both0 and, accordingly, the coefficients Kf and Kr calculated at thecoefficient generating circuits 52 and 62 assume a value of 1. As aresult, the maximum restriction diameters are assumed at the flowcontrol valves 16 and 26 and since the quantities of pressure oilsupplied to the hydraulic motors 11 and 21 are not restricted via theflow control valves 15 and 25 in this state, the vehicle travelingperformance as indicated by the characteristics curves in FIG. 3 isachieved.

If, on the other hand, a rear tire 20 slips (if slippage occurs) as theaccelerator pedal is depressed (as the vehicle accelerates) therotational velocity vr of the tire 20 becomes greater than the estimatedvehicle speed vm and thus, the speed deviation Δvr becomes less than 0.In this situation, the speed deviation Δvr (absolute value) assumes agreater value if the extent of slippage of the tire 20 is greater. WhenΔvr is equal to or greater than the predetermined value vr1 (Δvr≦−vr1,Δvr≧vr1), the coefficient Kr assumes a value smaller than 1. As Δvr1 isequal to or greater than the predetermined value vr2 (Δvr≦−vr2,Δvr≧vr2), the coefficient Kr assumes the value of 0.

The restriction diameter at the flow control valve 25 graduallydecreases as the extent of slippage increases and thus, the quantity ofoil supplied to the hydraulic motor 21 is restricted. As a result, therotational velocity of the rear wheels is lowered so as to minimize theextent of slippage at the tire 20. Consequently, the drive pressure oilfrom the hydraulic pump 1 can be distributed to the front and the rearwheels efficiently and since the drive force at the front wheels can betransmitted to the road surface reliably, desirable travelingperformance is assured.

If a rear tire 20 slips (e.g., if a tire 20 becomes locked) while abrake pedal is operated (while the vehicle is decelerating), thedeviation Δvr becomes greater than 0 and the coefficient Kr assumes avalue less than 1. This reduces the restriction diameter at the flowcontrol valve 25 and the quantity of pressure oil supplied to thehydraulic motor 21 becomes restricted. As a result, the braking forceneeded to stop the vehicle (the braking force applied to the brakedevice) is reduced to minimize the extent of slippage and the drivepressure oil from the hydraulic pump 1 can thus be distributed to thefront and rear wheels efficiently. While an explanation is given aboveon the operations executed when a rear tire 20 slips, similar operationsare executed in the event of a front tire slip.

In the first embodiment, a single hydraulic pump 1 is connected througha closed circuit connection to two hydraulic motors 11 and 21 disposedparallel to each other so as to drive the front wheels and the rearwheels via the different hydraulic motors 11 and 21. As a result,differential drive of the front wheels and the rear wheels is enabled soas to allow the vehicle to travel smoothly around a corner by absorbingthe difference between the loci of the front wheel and the rear wheel(the difference between the loci of the inner wheels). In addition, anyoccurrence of slippage is detected by checking the deviations Δvf andΔvr of the rotational velocities vf and vr of the tires 10 and 20relative to the estimated vehicle speed vm and if a slip occurs, thecorresponding flow control valve 15 or 25 is constricted to reduce thequantity of pressure oil supplied to the hydraulic motor 11 or 21. As aresult, the rotational velocity of the slipping tire 10 or 20 is reducedto effectively minimize the extent of slip. This, in turn, allows thedrive pressure oil to be distributed to the individual hydraulic motors11 and 21 efficiently. Since the quantity of pressure oil supplied tothe hydraulic motor 11 or 21 is reduced to a greater extent if theextent of the slip is more significant, the slip can be eliminatedpromptly. Since the vehicle speed vm is estimated by utilizing therotation detectors 17 and 27, which detect the rotational velocities vfand vr of the tires 10 and 20 and then the deviations Δvf and Δvr of therotational velocities vf and vr relative to the vehicle speed vm aredetermined, slip detection can be enabled while requiring a minimummember of sensors.

Second Embodiment

The second embodiment of the travel control device according to thepresent invention is now explained in reference to FIG. 6.

In the second embodiment, the restriction diameters at the flow controlvalves 15 and 25 assume dynamic characteristics. Namely, the flowcontrol valves 15 and 25 each assume characteristics such that therestriction diameter is promptly reduced in the event of a slip and therestriction diameter is then slowly increased once the slip iseliminated. It is to be noted that the following explanation focuses onthe difference from the first embodiment. FIG. 6 is a travelinghydraulic circuit diagram of the traveling hydraulic circuit of the workvehicle achieved in the second embodiment. In the figure, the samereference numerals are assigned to components identical to those in FIG.2.

As shown in FIG. 6, slow return valves 18 and 28 are disposedrespectively between the electromagnetic switching valve 16 and the flowcontrol valve 15 and between the electromagnetic switching valve 26 andthe flow control valve 25. Thus, as soon as a slip starts to occur at atire 10 or 20, the pilot pressure oil from the hydraulic source 7 isimmediately supplied to the corresponding flow control valve 15 or 25,which immediately constricts the flow control valve 15 or 25.Consequently, the drive force applied to the slipping tire 10 or 20decreases quickly so as to eliminate the slippage. Once the slip iseliminated, the pilot pressure oil having been applied to the flowcontrol valve 15 or 25 is caused to flow back slowly via thecorresponding slow return valve 18 or 28. As a result, a slip does notoccur readily as the flow control valve 15 or 25 is reset to the initialstate so as to prevent recurrence of a slip. It is to be noted that theslip-free state can be detected in much the same way as the detection ofthe slipping state, based on the deviations Δvf and Δvr of therotational velocities of and vr at the tires 10 and 20 relative to theestimated vehicle speed vm.

Third Embodiment

In reference to FIGS. 7 and 8, the third embodiment of the travelcontrol device according to the present invention is explained.

While the restriction diameters at the flow control valves 15 and 25 arereduced promptly and increased slowly via the slow return valves 18 and28 in the second embodiment, similar restriction diameter control isachieved through processing executed by the controller 30 in the thirdembodiment. The following explanation focuses on the difference from thefirst embodiment. FIG. 7 is a block diagram illustrating the processingexecuted by the controller 30 in the third embodiment. In the figure,the same reference numerals are assigned to components identical tothose in FIG. 4.

As shown in FIG. 7, control signals obtained through arithmeticoperations executed in the flow control circuits 50 and 60 first undergoprocessing at delay processing circuits 55 and 65 respectively beforethey are output to the electromagnetic switching valve 16 and 26. Thedelay processing circuits 55 and 65 respectively include retardationprocessing circuits 56 and 66, which execute first-order lag processingon the signals (indicating the target restriction diameters) provided bythe coefficient generating circuits 53 and 63 and minimum valueselection circuits 57 and 67, which select either the signals providedfrom the coefficient generating circuits 53 and 63 or the signalsprovided by the retardation processing circuits 56 and 66, whicheverindicate smaller values.

Operations are executed as follows in the third embodiment. Assumingthat a tire 10 slips at a time t1 in FIG. 8 and that the slip iseliminated at a time t2, the coefficient generating circuit 53 outputs asignal that will reduce the restriction diameter at the time t1 andoutputs a signal that will reset the restriction diameter to the initialsetting at the time t2, as indicated by the characteristics curve L1(the solid line). During this process, the retardation processingcircuit 56 outputs a first-order lag signal such as that indicated bythe characteristics curve L2 (the dotted line). The minimum valueselection circuit 57 thus selects the characteristics L1 at the start ofthe slip and selects the characteristics L2 once the slip is eliminated.As described above, the structure adopted in the embodiment allows therestriction diameters at the flow control valves 15 and 25 to be reducedquickly and increased slowly. As a result, slipping of the tires 10 and20 can be eliminated promptly and also, recurrence of slipping that mayotherwise manifest readily as the restriction diameters at the flowcontrol valves 15 and 25 are reset to the initial settings can beeffectively prevented.

Fourth Embodiment

In reference to FIGS. 10 and 9, the fourth embodiment of the travelcontrol device according to the present invention is explained.

While the extent of slippage is minimized by controlling the flowcontrol valves 15 and 25 in the first through third embodiments, theextent of slippage is minimized by controlling the motor displacementsat the hydraulic motors 11 and 25 in the fourth embodiment. It is to benoted that the following explanation focuses on the difference from thefirst embodiment. FIG. 9 is a traveling hydraulic circuit diagram of thetraveling hydraulic circuit of the work vehicle achieved in the fourthembodiment. In the figure, the same reference numerals are assigned tocomponents identical to those in FIG. 2.

As shown in FIG. 9, the flow control valves 15 and 25 are not disposedin the pipelines 4 and 6 in the fourth embodiment. The controller 30(not shown in FIG. 9) executes the following processing based uponsignals provided from the rotation detectors 17 and 27 to control thedisplacement control devices 11 a and 21 a.

FIG. 10 is a block diagrams illustrating the processing executed by thecontroller 30 in the fourth embodiment. In the figure, the samereference numerals are assigned to components identical to those in FIG.4. As shown in FIG. 10, the motor displacements of the hydraulic motors11 and 21, calculated in the displacement calculation circuit 44, arerespectively input to multipliers 58 and 68. The multipliers 58 and 68respectively multiply the motor displacements by the coefficients Kf andKr having been determined through arithmetic operations executed at thecoefficient generating circuits 52 and 62, thereby determining thetarget motor displacements. Control signals are then output to thedisplacement control devices 11 a and 21 a so as to adjust the motordisplacements to the target motor displacements.

In the fourth embodiment, the multipliers 58 and 68 multiply the motordisplacements respectively by the coefficient Kf set to 1 and thecoefficient Kr set to 1 and thus, the motor displacements calculated atthe displacement calculation circuit 44 are directly used as the targetmotor displacements, as long as no slip occurs at the tires 10 and 20.If, on the other hand, a slip occurs at a front tire 10, the motordisplacement calculated by the displacement calculation circuit 44 ismultiplied by the coefficient Kf assuming a value less than 1, resultingin a smaller target motor displacement. As a result, the drive torqueapplied to the tires 10 is reduced so as to minimize the extent ofslippage occurring between the tires and the road surface.

As described above, if a tire 10 or 20 slips, the motor displacement ofthe hydraulic motor 11 or 21 driving the slipping tire is reduced so asto minimize the extent of the slip by reducing the drive torque in thefourth embodiment. In addition, since the flow control valves 15 and 25do not need to be disposed in the pipelines 4 and 6, a simpler structurerequiring a smaller number of parts is achieved.

It is to be noted that instead of outputting the coefficients Kf and Krcalculated at the coefficient generating circuits 52 and 62 directly tothe multipliers 58 and 68, the coefficients Kf and Kr may be output tothe respective multipliers 58 and 68 via the delay processing circuits55 and 65 described in reference to the third embodiment, as shown inFIG. 11. In this case, the motor displacement decreases promptly in theevent of a slip and the motor displacement then increases slowly as theslip is eliminated. In other words, the slip is controlled quickly and arecurrence of the slip while restoring the motor displacement isprevented effectively.

It is to be noted that while any slippage of the tires 10 and 20 isdetected by the rotation detectors 17 and 27 constituting a speeddetection means, a slip detection means other than those may beutilized. For instance, a vehicle speed sensor, which is independent ofthe rotation detectors 17 and 27, may be utilized to detect a vehiclespeed and a slip may be detected by calculating the deviations of therotational velocities detected by the rotation detectors 17 and 27relative to the detected vehicle speed. While the quantity of pressureoil supplied to the hydraulic motor 11 or 21 or the motor displacementof the hydraulic motor 11 or 21 is gradually restored via the slowreturn valve 18 or 28 or the delay processing circuits 55 or 65 when theslip is eliminated, a restoring means other than those may be utilized.

While the quantities of pressure oil supplied to the hydraulic motors 11and 21 are reduced via the electromagnetic switching valves 16 and 26and the flow control valves 15 and 25, any flow control means other thanthose may be utilized as long as the quantity of pressure oil suppliedto the hydraulic motor 11 or 21 driving a slipping tire 10 or 20 isreduced upon detecting a slip of the tire 10 or 20. In addition, whilethe motor displacements are reduced by the displacement control devices11 a and 21 a, any displacement control means other than those may beutilized as long as the motor displacement of the hydraulic motor 11 or21 driving a slipping tire 10 or 20 is reduced upon detecting a slip ofthe tire 10 or 20. This means that the controller 30 may executeprocessing other than that described earlier.

While the present invention is adopted in a telescopic handler in theembodiments described above, the present invention may be adoptedequally effectively in another type of work vehicle (e.g., wheel loadersand wheel hydraulic excavators) as long as the work vehicle is engagedin traveling operation via the hydraulic motors 11 and 21 connected tothe hydraulic pump 1 through a closed-circuit connection. Namely, aslong as the features and functions of the present invention arerealized, the present invention may be embodied in a travel controldevice other than those described in reference to the embodiments. It isto be noted that the embodiments described above simply representexamples and that the present invention may be interpreted without beingin any way restricted by the correspondence between the description ofthe embodiments and the description in the scope of patent claims.

The disclosure of the following priority application is hereinincorporated by reference:

-   Japanese Patent Application No. 2005-319362 filed Nov. 2, 2005

1. A travel control device for a work vehicle, comprising: a hydraulicpump; a hydraulic motor for driving front wheels and a hydraulic motorfor driving rear wheels with pressure oil delivered from the hydraulicpump, connected to the hydraulic pump in parallel through aclosed-circuit connection; a slip detection device that detects a slipoccurring at any of the front wheels and the rear wheels; and a flowcontrol device that reduces, upon detection of a slip occurring at anyof the front wheels and the rear wheels by the slip detection device, aquantity of pressure oil supplied to a hydraulic motor for driving thewheel at which the slip has been detected, among the hydraulic motor fordriving the front wheels and the hydraulic motor for driving the rearwheels.
 2. A travel control device for a work vehicle according to claim1, wherein: the flow control device reduces the quantity of pressure oilsupplied to the hydraulic motor by a greater extent as an extent ofslippage detected by the slip detection device becomes larger.
 3. Atravel control device for a work vehicle according to claim 1, wherein:the flow control device comprises a restoring device that graduallyrestores the quantity of pressure oil supplied to the hydraulic motor toa value before reduction as the slip detection device determines that aslip is eliminated after the quantity of pressure oil supplied to thehydraulic motor is reduced upon the detection of a slip by the slipdetection device.
 4. A travel control device for a work vehicleaccording to claim 1, wherein: the slip detection device comprises aspeed detection device that detects a rotational velocity at each of thefront wheels and the rear wheels, estimates a vehicle speed based uponthe rotational velocities detected by the speed detection device anddetects a slip based upon deviations of the rotational velocitiesdetected by the speed detection device relative to the estimated vehiclespeed.
 5. A travel control device for a work vehicle according to claim1, wherein: the flow control device comprises flow control valves eachdisposed in a pipeline between the hydraulic pump and one of thehydraulic motor for driving the front wheels and the hydraulic motor fordriving the rear wheels and electromagnetic switching valves via which apilot pressure is applied to the flow control valves.
 6. A travelcontrol device for a work vehicle according to claim 3, wherein: theflow control device comprises flow control valves each disposed in apipeline between the hydraulic pump and one of the hydraulic motor fordriving the front wheels and the hydraulic motor for driving the rearwheels and electromagnetic switching valves via which a pilot pressureis applied to the flow control valves; and the restoring device isconstituted with slow return valves that slowly restores the pilotpressure applied to the flow control valves via the electromagneticswitching valves.
 7. A travel control device for a work vehicleaccording to claim 3, wherein: the flow control device comprises flowcontrol valves each disposed in a pipeline between the hydraulic pumpand one of the hydraulic motor for driving the front wheels and thehydraulic motor for driving the rear wheels and electromagneticswitching valves via which a pilot pressure is applied to the flowcontrol valves; and the restoring device is constituted with a delayprocessing circuit that executes delay processing on control signalsprovided to the electromagnetic switching valves.
 8. A work vehiclecomprising: a drive control device for a work vehicle according toclaim
 1. 9. A travel control device for a work vehicle according toclaim 2, wherein: the flow control device comprises a restoring devicethat gradually restores the quantity of pressure oil supplied to thehydraulic motor to a value before reduction as the slip detection devicedetermines that a slip is eliminated after the quantity of pressure oilsupplied to the hydraulic motor is reduced upon the detection of a slipby the slip detection device.
 10. A travel control device for a workvehicle according to claim 2, wherein: the slip detection devicecomprises a speed detection device that detects a rotational velocity ateach of the front wheels and the rear wheels, estimates a vehicle speedbased upon the rotational velocities detected by the speed detectiondevice and detects a slip based upon deviations of the rotationalvelocities detected by the speed detection device relative to theestimated vehicle speed.
 11. A travel control device for a work vehicleaccording to claim 3, wherein: the slip detection device comprises aspeed detection device that detects a rotational velocity at each of thefront wheels and the rear wheels, estimates a vehicle speed based uponthe rotational velocities detected by the speed detection device anddetects a slip based upon deviations of the rotational velocitiesdetected by the speed detection device relative to the estimated vehiclespeed.